Throttle mechanism for automobiles.



G. H. TABER. THROTTLE MECHANISM FOR AUTOMOBILES.

APPLICATION FILED SEPT. 3, 1909.

Patented Jan. 25, 1910.

GEORGE H. TABER, 0F PITTSBURG, PENNSYLVANIA.

THROTTLE MECHANISM FOR AUTOMOBILES.

names.

Specification of Letters Patent. Patented Jan, 25, T914111.

Application filed September 3, 1909. Serial No. 516,127.

To all whom it may concern:

Be it known that ll, GEORGE H. TABER, a resident of Pittsburg, in the county of Allegheny and State of Pennsylvania, have in-.

vented a newv and useful Improvement in Throttle Mechanisms for Automobiles; and I do hereby declare the following to be .a full, clear, and exact description thereof.

My invention relates to an auxiliary throttle control for automobiles.

In the majority of automobiles now on the market, it is necessary to start the same by cranking from the outside of the car, and usually at the extreme front thereof. The admission of the explosive fluid to the engine cylinders is controlled by a butterfly valve in thecarbureter at the beginning of the vapor pipe, and this butterfly valve is operated by a lever moving to and fro longitudinally of the car, and there are suitable connections between this lever and'throttle lever, which for convenience, is usually placed on oradjacent to the steering-wheel where it is in position to be quickly operated by the driver from his seat. Preliminary to the cranking operation, the driver sets the throttle lever to admit sufficient gas for ignition and then goes to the front of the car to turn the crank to start the engine. It may be upon cranking the engine that he finds that the valve has not been opened sufficiently and the engine fails to start.

This necessitates his returning to the ear' and opening the throttle wider. On the contrary, he may have opened the throttle too wide before cranking, whereupon the engine races and shakes the car more or less severely before he can get back to the steer; ing wheel to adjust the lever 'to bring the engine down to the proper speed.

The ob'ect of my invention is to overcome these di culties and to provide for the operating of the throttle at a point within convenient reach of the crankwhereby the throttle may be controlled with mimmum delay and inconvenience. 1

To these ends my invention consists, generally stated, in conjunction with an engine and a throttle valve controlling the supply of motive fluid to the engine, of operatlve connections leading from said valve to a point within easy reach of the cranking mechanism located outside the car.

vlln the accompanying drawing Figure 1 is a side elevation in section of a portion of 'an automobile showing my invention applied thereto; 2 is a plan view.

In the drawings, the numeral 2 designates the forward end of the chassis of an automobile which supports the engine 3, which may be of any suitable construction. I havenot deemed it necessary to illustrate and describe the details of such engine or its connections, as they form no part of my present invention. The engine is cranked by the ordinary crank 4 which extends out beyond the hood 5 at the front of the car,

as is the usual construction in this type of automobiles. Extending up through the hollow rod 6 of the steering wheel 7 is the rod 8 which. has the throttle lever 9 attached at its upper end. The lower end of the rod 8 carrles the beveled pinion 10 which meshes with thebeve'led inion 11 on the shaft 12.. This-shaft 12 carries the crank arm -13 which is connected up to the rod 14:. Rod 14 is attached to the arm 16 which operates the valve (not shown) in the carbureter 17. I have not deemed it necessary to illustrate in detail the valve within the carbureter 17 as this isa well knowrrconstruction, and is familiar to anyone skilled in theart.

Connected to the arm 16 is the rod 18 which extends out through the casing 19 at any desired point, and terminates in a suitable knob, but preferably in such position with reference to the crank 4 that the operator before and after having cranked the car can without any extra movement readily reach the rod 18 and move it back and forth asmay be necessary to regulate the throttle valve so as to admit the proper amount of motive fluid to the .engine to operate the same at the desired speed.

When my invention is in use the operator first moves the rod 18 into position to open the throttle valve to admit motive fluid to the engine and then cranks the engine. If on cranking the engine he finds he has not opened the throttle valvewide enough to admit sufficient motive fluid to start the engine, he can readily operate the rod 18 without changing his position and open the throttle valve to a greater extent. If upon cranking the engine he finds that the speed of the engine is too great, he can in an instant move the rod. 18 and reduce the speed the greatest accuracy and. Without once returning to the car to adjust the throttle from trolled by said rod to produce the above resuits. Furthermore, while my invention is of more particular advantage in the case of automobiles with single magneto ignition which cannot be started from the drivers seat and also of engines which are not equipped with governor's, yet it is also of advantage with automobiles which are equipped with either double ignition engine, governor or both devices.

Another advantage of my invention is as follows: Through carelessness of the operator or disarrangement of the speed-changing apparatus, it sometimes happens that a car is cranked when the engine is in gear with the driving wheels, the result being that the car starts either forward or back-- ward, endangering the safety of the operator and others. In such an event, with no one in the car, in order to remedy the trouble.

with the ordinary-arrangement now in use, "it Would be necessary for the operator to get into the car and throw off the power by means of'the throttle lever, or throw out the clutch, or put the change gears in neutral position; but with my devlce the operator can act instantly from his cranking position at the front of the car, power, stopping the motor immediately.

What I claim is:

1. In a throttle valve mechanism for auto- I mobiles,the combination with the engine, of

a throttle valve, controllin the supply of motive fluid thereto, cran ing mechanism outside the automobile, and connections leading from said throttle to a point adjacent to said cranking mechanism.

2. In a throttle valve mechanism for automobiles, the combination with the engine, of

and shut off the end of said casing, and connections leading from said throttle valve to a point outside of said casing adjacent to said cranking mechan1sm. v I

4. In a throttle valve mechanism for automobiles, the combination with an engine and a casing inclosing same both at the front end of the automobile, of a throttle valve controlling the supply of motive fluid thereto, cranking mechanism at the forward end of said casing, a rod connected up to said throttle valve, and extending through an opening in said casing.

5. In a throttle valve mechanism for automobiles, the eombination with an engine and a casing inclosing same both at the front end of the automobile, of a throttle valve controlling the supply of motive fluid thereto, a cranking mechanism at the forward end of said casing, and a rod connected to said throttle valve and extending through anopening formed in the front end of said casing.

6. In a throttle valve mechanism for automobiles, the combination with an engine, of a throttle valve controlling the supply of motive fluid thereto, connections from said throttle valve to a point within the automobile, and an auxiliary throttle control operative from a point without said automobile. v

In testimony whereof, I the said GEORGE H. -TABER have hereunto set my hand.

GEORGE H. TABER.

Witnesses:

BoB'r. D. TOTTEN, CHAS. H. Ennn'r. 

